Air-brake.



PATENTED MAR. 24, 1908. W. V. TURNER.

AIR BRAKE.

APPLIUATION FILED JUNE 1o, 1905.

Atty.

UNrrED sTArnsrarENr OFFICE.

WALTER V. TURNER, O'F WILKINSBURG, PENNSYLVANIA, ASSIGNOR IO TH-E WESTNGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF PENNSYL- VANIA.

AIB-BRAKE Specification of Letters Patent.

Application led J une 10, 1905. Serial No. 264,625.

kinsbur in thev county of Allegheny and,

State o Pennsylvania, have invented a certainnew and useful Improvement in Air-v Brakes, of which the following is a specification.

This'invention relates in general to fluid pressure brakes, and more particularly to ap-l paratus of thisl character adapted to be applied toelectrically propelled cars which are usually operated sin 1y or in trains of only two or three cars. n' this class of service, the so-called straight air brake, in which the motormans brake valve controls the supply of 'air from the main reservoir directly to the brake cylinder and its release therefrom, has heretofore been employed, as being the cheapest, most flexible and readily manipulated device. Where one or two trailers are hauled by the motor car, however, this system is subject-to the objection that in case of a bursted hose, the ulling apart ofthe cars, or other accident, t e vbrakes will not apply automatically, and furthermore, that the motorman is powerless to apply the brake, as

the brake cylinders are inopen communicai tion with the atmosphere,

The object of my invention, therefore, is to overcome this defect in a straight air brake system and provide 'meanswhereby the motorman may always be able to instantly apply the brakes in case of any emergency,

and also adapted to apply automatically in case o f such an accident as a bursted hose or a breakin apart of the train.

With t is objectin view, my invention 'comprises in addition to the usual straight a diagrammatic representation of av combined automatic and straight air brake system as applied to a train of two cars, -and embodying my improvements, the valve devices being shown in vertical section; Fig. 2 a plan view of the valve seat of the motorer feamans brake valve; 3 a face vView of the rotary valve, and Figs. 4, 5, 6 and 7 diagrams illustrating the relative positions of the ports of the brake valve in the respective positions of release, applicatiom lapf and emergency apparatus as adapted to be ap 'ed to a` train o two cars, one motor car an a trailer, and comprising a main reservoir 1, motormans brake valve 3, straight air pipe 5, automatic valve device or-triple valve 8, train pipe 4, and pipe 6 leading from the triple valve device to the brake cylinder 7.

The motormans brake valve is adapted to control the supply of air from the main reservoir, or source of pressure, to, and its release from the brake cylinder through the straight air pipe, and also tol maintain the feed to lthe train pipe and the automatic valve devices.

According to the preferredv construction, as shown in the drawing, the motormans brake valve is of the rotary type having portv 19 communicating with, pipe 2 and the main reservoir` supply, port 23 communicating with straight air pipe 5, port 25 with train pipe 4, and exhaust port 24 with the atmosphere, while rotary valve ,2O contains through ports 26y and 22 and cavity 21.

The automatic valve device 8 is normally in position to maintain free vand open communication through pipes 5 and 6 with the brake cylinder, and is preferably of the plain triple valve type having piston chamber 12 and valve chamber 11 containing piston 13 and slide valve 14, the piston chamber having a small equalizing groove 17 around the piston in its normal position and communi-` cating with train pipe 4, while the valve is provided with a cavity 16 for connecting pipes 5 and 6.v

A yielding resistance device, such as spring 15 and stem. 18, is preferably employed for retaining the valve and piston in lts normal 'inner position, as shown. The valve chamber 11 may communicate with an auxiliary' reservoir 10, as indicated on the trailer car, -or may connect through pipe 9 with the main reservoir as shown on the motor car, it being designed in this latter instance to carry the same maximum de ree of pressure in the main reservoir asin t train pipe and auxil- 1ar reservoir. Y

it is desired to carry a higher pressure in Patented nach 24, 190s.

The drawing shows the im roved brake the main reservoir in excess of that in the train pipe, then it will be necessary to employ a reducing valve or feed valve between the main reservoir and train pipe and a separate auxiliary reservoir for the triple valve device on the motor car according to the usual practice, as will be readily understood.

Considering the brake valve in the normal release or running position, Fig. 4, and the pump in operation compressing air into the main reservoir 1, the pressure rises through pipe 2, orts 19, 22 and 25, train pipe 4, piston c amber 12, equalizing groove 17, valve chamber 1 1, and auxiliary reservoir 10, thereby charging the system to full normal pressure, the brake cylinders being open to the atmosphere through pipe 6, cavity 16 in valve 14, straight air pipe 5, ort 23, cavity 21, and exhaust port 24 of tiie motormans brake valve.

The brake may be applied in service by turnin the brake valve to a plication position, ig. 5, in which the exliaust cavity 21 is disconnected from the pipe 5 and the port 26 registers with port 23, t ereby su plying air from the main reservoir to pipe 5 tirough cavity 16 of the slide valve 14 and pipe 6 to the brake cylinder 7, charging the same to an desired degree, after which the brake va ve is turned to lap position, Fig. 6, in which port 23 is closed. It will be noticed that in each of the positions of release, application, and lap, one of the small ports 22 registers with vt e port 25 communicating with the train pipe 4, so that when a direct application of the brakes is made the pressure in the train pipe, automatic valve devices and auxiliar reservoirs may be maintained. Should t ere be any tendency for air to flow from the train pipe back through the port 22 to the brake valve chamber at the time of making an application with straight air, the pressure from the auxiliary reservoir willreadily equalize through groove 17 around the piston 13 back into the train pipe Without moving the piston, since the spring 15 holds the same in its normalposiytion under slight or gradual changes in pressure.

The brakes may be released by turning the brake valve to release position, or may be graded down by turning the valve alternately to release and lap positions in the usual Way.

An automatic or emergency application may be made at any time by turning the brake valve to the emergency position, Fig. 7, in which the train pipe port 25 is connected directly to the exhaust port 24 through the large cavity 21, thereby suddenly exhausting the train pipe to the atmosphere and causing the pistons of the triple valve devices to move out against the s rings 15 and actuate the valves 14 to cut o connection between pipes 5 and 6 and to open communication from the valve chamber through pipe 6 to the brake cylinder. Air from the auxiliary reservoiror other reservoir then immediately expands into the brake cylinder and applies the brake with full force. This same emergency action will be roduced automatically by the bursting o a hose, the pulling apart of the cars of the train, or other accident causing a sudden venting of the train pipe to the atmosphere. The brakes may then be released after an emergency application by returning the brake v-alve to normal release position whereupon the pressures equalize upon `op osite sides of piston 13 of the emergency va ve and the spring 15 then moves the valve 14 to its normal position so that the pressure from the brake cylinder may then discharge to the atmosphere through pipes 5, 6, and the exhaust port 24 of the brake valve in the usual manner.

It will now be apparent that my improved apparatus possesses all the advantages of simplicity and flexibility of the straight air bra e system and also'retains the safety features oi the automatic system.

Having now described my invention, what l claim as new and desire to secure by Letters Patent is:- e

1. In an air brake apparatus, the combination with a main reservoir, train pipe, strai ht air pipe, and brake cylinder, of a brake va ve for controlling the supply of air from the main reservoir to the straight air pipe and to the train pipe, and a valve deviceV o erated by a reduction in train pipe pressure or closing communication through the straight air pipe and for supplying air to the brake cylinder.

2. In an air brake, the combination with a main reservoir, train ipe, straight air pipe, and brake cylinder, oi'P a brake valve having means for controlling the supply andrelease of air to and from the straight air pipe and the supply and release of air to and from the train pipe, and a valvedevic'e operated by a reduction in train pipe pressure for closing communi cation through the straight air pipe to the brake cylinder and for supplying air to the brake cylinder.

3. In an air brake, the combination with a main reservoir, train pipe, straight air pipe, and brake cylinder, of a brake valve having means for controlling the supply of air through the straight air pipe to the brake cylinder and tor sup lying air to the train pipe While the brake is applied with straight air, and a valve device subject to the train pipe pressure for also controlling communication through the straight air pipe.

4. In an air brake, the combination with a main reservoir, train pipe, straight air pipe,

and brake cylinder, o a brake valve having ports for controlling the supply and release of air to and from the brake cylinder through the straight air pipe, and for supplying air to the train pi e when the straight air brake is applied, an a valve device operated by a reduction in train pipe pressure f or closing communication through the straight air pipe and for supplying air to the brake cylinder. 5. In an air brake, the combination with a main reservoir, train pi e, straight air pipe,

and brake cylinder, of a rake valve for controlling the supply of air from-the main reservoir to the straight4 air pipe and brake cylinder, and an automatic valve device operated by a reduction in train'lpi e pressure for g the main reservoir to lthe straight air pipe independently of the emergency valve device.

7. In an air brake, the combination with a main reservoir, a train pipe,l a straight `air pi e and brake cylinder, of an emergency va ve devicenorinally establishing communication between the straight air pi e and brake cylinder, but operated by a su den reduction in train pipe pressure to cut ol' said communication and to open communication from the main reservoir to the brake cylinder, a pi e connection from the main reservoir to t e straight air pipe independent oiA the emergency valve, and a motormans brake valve for controlling the supply of air to and its release from the straight air pi e. 8. In an air brake, the combination witii a main reservoir, a train p'ipe, a straight air pipe, and brake cylinder, Yof va spring actu- .and

controlling the supply of air from the main reservoir to the straight air ipe, and a direct pipe connection Jfrom t e main reservoir to the motormans brake valve independent of the emergency valve.

9. In an air brake, the combination with a reservoir, train pipe, straight air pipe and brake cylinder, 'of' a brake valve having connections and orts for controlling the suppl)r of air from t e reservoir to the straight air pipe, and an emergency valve device normally establishing communication from the straight air pipe to the brake cylinder but Y operating under a reduction in train pipe pressure to cut ofi said communication and to supply air from said reservoir to the brake cylinder.

' 10. In an air brake, the combination with a reservoir, train pipe, straight air pi e and brake cylinder, o vice normally establishing communication from the straight air pipe to the brake cylinder, but adapted to operate under a sudden' reduction in train pi e pressure to close said commumcation an open communication from the reservoir to the brake cylinder, and

a brake 'valve having ports for controlling the supply and release of air to a'nd from the straight air pipe in strai ht air applications, or contro ling the re ease of air from the train pipe and the supply of air to the train pipe or applying 4an releasing brakes in emergency applications. l

11. In an air brake, the combination with a reservoir, train ipe, straight air pipe and brake cylinder, ofp'an emergency valve normally establishing communication from the straight air pipe to the brake cylinder, but adapted to operate under a sudden reduction in train pi e pressure to close said communication an open communication from the reservoir to the brake cylinder, and a motormans brake valve having pipe connections with the reservoir, the straight air pipe, and the train pipe.

myZ-hand. .v WALTER V. TURNER.

"-Witnesses:

R. F. EMERY, f

J. B. MACDONALD.

an emergency `va ve dei Inv testimony whereof. I have hereunto set d 

